EP1427890B1 - Construction vehicle with a system for measuring material properties - Google Patents
Construction vehicle with a system for measuring material properties Download PDFInfo
- Publication number
- EP1427890B1 EP1427890B1 EP02807389A EP02807389A EP1427890B1 EP 1427890 B1 EP1427890 B1 EP 1427890B1 EP 02807389 A EP02807389 A EP 02807389A EP 02807389 A EP02807389 A EP 02807389A EP 1427890 B1 EP1427890 B1 EP 1427890B1
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- EP
- European Patent Office
- Prior art keywords
- sensor
- vehicle
- actuator
- recited
- mat
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
- E01C19/22—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for consolidating or finishing laid-down unset materials
- E01C19/23—Rollers therefor; Such rollers usable also for compacting soil
- E01C19/28—Vibrated rollers or rollers subjected to impacts, e.g. hammering blows
- E01C19/288—Vibrated rollers or rollers subjected to impacts, e.g. hammering blows adapted for monitoring characteristics of the material being compacted, e.g. indicating resonant frequency, measuring degree of compaction, by measuring values, detectable on the roller; using detected values to control operation of the roller, e.g. automatic adjustment of vibration responsive to such measurements
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
- E01C19/48—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for laying-down the materials and consolidating them, or finishing the surface, e.g. slip forms therefor, forming kerbs or gutters in a continuous operation in situ
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N9/00—Investigating density or specific gravity of materials; Analysing materials by determining density or specific gravity
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N9/00—Investigating density or specific gravity of materials; Analysing materials by determining density or specific gravity
- G01N9/24—Investigating density or specific gravity of materials; Analysing materials by determining density or specific gravity by observing the transmission of wave or particle radiation through the material
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
- G01N2203/0058—Kind of property studied
- G01N2203/0076—Hardness, compressibility or resistance to crushing
- G01N2203/0085—Compressibility
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
- G01N33/42—Road-making materials
Definitions
- the present invention relates to a construction vehicle, and more particularly to systems for measuring material properties used with construction vehicles.
- Certain construction vehicles such as pavers and compactors, are used to form mats of asphalt, concrete or similar materials for such applications as roadway, airport runways, parking lots, etc.
- the finished material mats are typically required to have certain properties (e.g., density) that have a measured value within a specified range, such as for the purpose of meeting state highway regulations.
- certain properties e.g., density
- the sensor With presently known systems for measuring certain material properties, it is typically necessary to hold the sensor device(s) stationary upon or proximal to a portion of the material mat being evaluated.
- the sensor In most cases, the sensor is an independent unit or is mounted on its own frame or carrier, but certain sensing systems are mounted on a construction vehicle.
- the vehicle When using such vehicle-mounted sensing systems, the vehicle must typically be stopped at a particular location on the mat for a period of time necessary to take accurate measurements of the material properties. Therefore, the construction process being performed by the vehicle, such as a compaction operation, must be interrupted for this period of time.
- U.S. Patent No. 5,952,561 discloses a compacting vehicle having microwave sensors fixedly mounted in front of and behind a roller.
- a processor generates data relating to the density of the material being compacted by the roller based upon information received from the two microwave sensors.
- U.S. Patent No. 4,149,253 discloses a soil compacting vehicle having a surface probe mounted on a wheel via a disc cam arrangement. As the vehicle moves and the wheel rotates, the surface probe is periodically raised, conveyed forwardly, lowered and deposited on the soil surface for a period of time defined by the speed of the vehicle. While deposited on the soil surface, the surface probe measures the moisture specific gravity of the soil.
- the sensing system 10 basically includes a sensor 12 configured to measure a property of the material mat M and a deployment device 11 for deploying the sensor 12 from the vehicle 1.
- the deployment device 11 comprises a positioning mechanism 14 connected with the vehicle 1 and connected (or connectable) with the sensor 12.
- the mechanism 14 is configured to displace the sensor 12 between first and second vertical positions P 1 , P 2 with respect to the material mat M as the vehicle 1 travels or displaces with respect to the mat M.
- the first sensor position P 1 is spaced a substantial distance d S above the mat upper surface S, the sensor 12 being preferably located proximal to the vehicle chassis 2 when disposed in the first position P 1 .
- the second sensor position P 2 is spaced from the chassis 2 and is located either proximal to the mat surface S or disposed on the mat surface S, the sensor 12 being able to sense the material property when disposed in the second position P 2 .
- the deployment device 11 further comprises a logic circuit 40 configured to operate the positioning mechanism 14 such that the mechanism 14 sequentially displaces the sensor 12 from the first position P 1 to the second position P 2 , permits the sensor 12 to remain generally disposed at the second position P 2 for a period of time, and displaces the sensor 12 from the second position P 2 to the first position P 1 after lapse of the period of time.
- the deployment device 11 enables the sensing system 10 to measure one or more properties of the material mat M , preferably at least material density, as the vehicle 1 linearly displaces or "travels" upon or adjacent to the material mat M.
- the sensing system 10 is preferably used with a compacting vehicle 1, most preferably with a double-drum compactor 1 having a chassis 2 and front and rear drums 3A, 3B, respectively, rotatably attached to the chassis 2.
- the material mat M is preferably a mat formed of paving material, such as asphalt, concrete, "superpave”, “quickrete” or any other appropriate paving material.
- the compacting vehicle 1 may be a soil compacting vehicle (not shown), which typically includes only a single compacting drum, such that the material mat M is formed of soil or landfill material.
- sensing system 10 is preferably used with a compacting vehicle 1
- system 10 may alternatively be used with any other type of construction vehicle 1, such as a paver, a material transfer vehicle (an "MTV") or any other vehicle used in the construction of a mat of material M (none depicted).
- a paver a material transfer vehicle
- MTV material transfer vehicle
- the sensor 12 is preferably a density sensor configured to sense the density of the material mat M at various locations on the mat upper surface S.
- the sensor 12 is mounted to a generally conical holder device 15 attached to the positioning mechanism 14, as discussed in further detail below.
- the sensor 12 is configured to generate a signal corresponding to a value of the material density of the mat M at any particular position P 2 at which the sensor 12 is located.
- the sensor 12 may be configured to sense a different property of the material mat M, such as for example, temperature, material depth or material thickness.
- the sensing system 10 may include one or more additional sensors (none shown) for sensing another material property and may include a plurality of each type of sensor, so as to provide for averaging of the sensed property values.
- the sensing system 10 further comprises a display device 46 and a memory or storage device 48, each device 46 and 48 being operatively connected with the sensor 12 and disposed at an appropriate location on the vehicle chassis 2.
- the sensor 12 is preferably electrically connected with the display device 46 and the storage device 48 through one or more electrical lines 52 extending between the sensor 12 and the devices 46 and 48.
- the display device 46 is preferably located in the vehicle operator station 4 and is configured to receive density signals from the sensor 12 and to provide a visual indication corresponding to the value of the density at a particular location P 2 on the mat M.
- the display device 46 includes an LCD screen 47 configured to display alphanumeric characters corresponding to the values of density sensed by the sensor 12 and is located within the station 4 so as to be viewable by the vehicle operator during a compaction operation.
- the display device 46 may include any other appropriate type of display, such as an LED screen, and/or may provide a different visual indication, such a graph or scale of density values.
- the storage device 48 is configured to receive and store the density signals sent by the sensor 12, such that data corresponding to the density values, and/or other material property values, may be later retrieved to provide a record of properties of the particular material mat M.
- the storage device 48 is a digital electronic memory that stores the values of density as digital records.
- the storage device 48 may be any other appropriate type of storage device, such as for example, a graphic printer device configured to print the value of density at each mat position on a paper record.
- the senor 12, the display device 46 and the storage device 48 are all provided by a modified version of a Pavement Quality Indicator (PQI) Model 300 device commercially available from TransTech Systems Inc. of Schenectady, New York. As such, the sensor 12 senses density using an electrical sensing field to sense changes in electrical impedence caused by variances in density of the material mat M from a calibration density.
- PQI Pavement Quality Indicator
- the sensor 12, the display device 46 and/or the storage device 48 may be provided by any other commercially available or specially manufactured components and the scope of the present invention is in no manner limited by these devices.
- the positioning mechanism 14 includes an actuator 18 connected with the vehicle 1 and a connective member 16.
- the connective member 16 has a first end 16a connectable with the sensor 12 and an opposing, second end 16b connected with either the vehicle 1 or the actuator 18.
- the actuator 18 is configured to displace the connective member first end 16a so as to move the sensor 12 between the first and second sensor positions P 1 , P 2 , respectively.
- the connective member first end 16a is attached to an upper surface 15a of the holder device 15, thereby connecting the sensor 12 with the positioning mechanism 14.
- the actuator 18 is a rotary actuator 22 having a rotatable shaft 23 and the connective member 16 is a flexible connective member 20.
- the rotary actuator 22 is preferably mounted to the vehicle chassis 2 so as to be located proximal to an articulation joint 5 of an articulated compacting vehicle 1, but may be mounted on any other appropriate location on the chassis 2 or to a separate frame (not shown) connected with the chassis 2.
- the rotary actuator 22 includes a reduction gearbox 29 having an output shaft providing the rotatable shaft 23.
- the actuator 22 may be provided without a gear train or other transmission device, such that the rotatable shaft 23 is the primary shaft of the actuator 22 ( Figs. 2 and 3 ).
- the flexible connective member 20 has a second or upper end 20b connected with the actuator shaft 23, most preferably through means of a reel 25, as discussed below. As such, rotation of the shaft 23 in a first direction D 1 ( Fig. 1A ) displaces the sensor 12 from the first position P 1 to the second position P 2 and rotation of the shaft in a second, opposing direction D 2 displaces the sensor 12 from the second position P 2 to the first position P 1 ( Fig. 1D ).
- the first construction of the positioning mechanism 14 further includes a cylindrical reel 25 mounted to the actuator shaft 23, the flexible connective member second end 20b being attached to the reel 25.
- the connective member 20 is partially disposed about the reel 25 so as to be alternatively windable upon and unwindable from the reel 25 to displace the sensor 12 between the first and second positions P 1 , P 2 , respectively, as discussed in further detail below.
- the positioning mechanism 14 may be alternatively constructed without a reel or similar member, such that the flexible connective member 20 is directly attached to and disposed about the actuator shaft 23.
- the positioning mechanism 14 also preferably includes a support member 31 attached to the vehicle chassis 2 and having a clearance hole 33 ( Fig. 4 ) through which the flexible member 20 extends.
- the upper surface of the sensor holder 15 is disposed generally against the lower surface of the support member 31, such that the lower end 20a of the flexible member 20 (and thus the sensor 12) is generally prevented from moving or swinging with respect to chassis 2 when the sensor 12 is not in use.
- the flexible connective member 20 is formed as a single wire rope or cable, but may alternatively be provided by one or more chains, belts, hollow flexible tubes or any generally similar flexible mechanical element.
- the rotary actuator 22 is preferably an electric motor, and most preferably a 12V DC permanent magnet motor Model# 1L473 manufactured by Dayton Motors and available through W.W. Grainger, Inc.
- the rotary actuator 22 may be a hydraulic or pneumatic motor, an engine or any other appropriate mechanical or electromechanical device capable of producing rotational displacement.
- the positioning mechanism 14 functions to displace the sensor between the respective first and second positions P 1 and P 2 in the following manner.
- the actuator shaft 23 rotates in the first direction D 1 to cause a length or portion l 1 of the connective member 20 to unwind from the reel 25.
- gravity causes the sensor 12 to "fall” or displace from the first sensor position P 1 until the holder 15 contacts the mat upper surface S, thereby locating the sensor 12 at the second sensor position P 2 .
- the sensor.12 In order for the preferred density sensor 12 to sense or measure density of the material mat M, the sensor.12 must remain generally stationary at the second position P 2 for a period of time sufficient to take a measurement, most preferably for a period of time of between about 1.5 seconds and about 2 seconds.
- the actuator 22 continues to rotate the shaft 23 in the first direction D 1 in order to cause another portion l 2 of the flexible connective member 20 to unwind from the reel 25 (see Fig. 1C ).
- the unwinding of the additional portion or length l 2 of the connective member 20 permits the sensor 12 to remain generally disposed in the second position P 2 as the vehicle 1 continues to travel upon or adjacent to the mat M. In other words, if the actuator 22 did not unwind the additional portion l 2 of the flexible connective member 20, the sensor 12 would be pulled from the second position P 2 due to the movement of the vehicle 1.
- the actuator 22 rotates the shaft 23 in a second, opposing direction D 2 to cause the "unwound" portions l 2 and l 1 of the connective member 20 to wind back about and become disposed upon the reel 25.
- the holder device 15 Due to the "shortening" of free length of the flexible connective member 20, the holder device 15 is pulled off of the mat upper surface S such that the sensor 12 displaces generally upwardly from the second position P 2 toward the first position P 1 , and thus toward the vehicle chassis 2 ( Fig. 1D ).
- the sensor 12 is spaced a sufficient distance d s from the mat M so as to generally avoid any potentially damaging contact with the mat M (or with any items located on the mat M).
- the actuator 18 is provided by a linear actuator 26 having a first end 26a connected with the connective member 16 and a second end 26b connected with the vehicle 1.
- the linear actuator 26 is configured such that the actuator first end 26a is displaceable with respect to the actuator second end 26b.
- the connective member 16 is provided by an elongated link 32 having a first end connected (or connectable) with the sensor 12 and a second end pivotally connected with the vehicle chassis 2. With this mechanism structure, displacement of the actuator first end 26a pivots the link 32 so as to displace the sensor 12 between the first and second sensor positions P 1 , P 2 , respectively.
- the linear actuator 26 is a hydraulic cylinder 28 including a cylinder body 30 and a rod 35.
- the free end of the rod 35 is connected with the link 32 and the free or outer end of the cylinder 30 is connected with the vehicle 1.
- the hydraulic cylinder 28 arranged in this manner, extension of the cylinder rod 35 displaces the sensor 12 from the first position P 1 to the second position P 2 and retraction of the cylinder rod 35 displaces the sensor 12 from the second position P 2 to the first position P 1 .
- the linear actuator 26 may alternatively be any other appropriate type of linear actuator, such as for example, a pneumatic cylinder, a motor-driven ball screw or a solenoid (none depicted).
- the second construction of the positioning mechanism 14 preferably further includes a rail 34 attached to the vehicle 1, preferably to a lower surface of the chassis 2.
- a first slide member 36A is slidably connected with the rail 34, the link second end being attached to the first slide member 36A.
- a second slide member 36B is slidably connected with the rail 34 and is spaced apart from the first slide member 36A, the cylinder free or outer and being attached to the second slide member 36B.
- the rail 34 and the sliding members 36A, 36B slidably connect the hydraulic cylinder 28 and the link 32 with the vehicle chassis 2, such that the sensor 12 is able to remain located in the second position P 2 for a period of time as the vehicle 1 displaces or travels relative to the material mat M.
- the rail 34 moves or slides through the two slide members 36A, 36B, while the cylinder 28 and the link 32 remain in generally fixed positions with respect to the material mat M.
- the cylinder 28 retracts to displace the sensor 12 from the second position P 2 on the mat M to the first vertical position P 2 with respect to the mat upper surface S.
- the second construction of the positioning mechanism 14 preferably includes another or second actuator 38 connected with at least one of the two slide members 36A, 36B.
- the second actuator 38 is configured to displace the slide members 36A, 36B along the rail 34 to the rail front end 34b so as to position the cylinder 28 and link 32, and thus the sensor 12, for use in a subsequent measurement operation.
- the second actuator 38 may be any appropriate type of actuator, such as an electric, hydraulic or pneumatic motor, a hydraulic cylinder, etc. and may be mounted on the chassis 2, on one of the slide members 36A or 36B, or on a separate frame or member attached to the chassis 2.
- the logic circuit 40 is an electric logic circuit electrically connected with the actuator(s) 18 (and 38) of the positioning mechanism 14.
- the logic circuit 40 is configured to generate and transmit control signals to the actuator(s) 18 (and 38) to operate the mechanism 14 so as to controllably displace the sensor 12 between the first and second sensor positions, in the appropriate manner as described above.
- the logic circuit 40 is an electric logic circuit 40, and most preferably a digital electric circuit, but may alternatively be any other type of electric logic circuit, such as an analog electric circuit.
- the logic circuit 40 includes a first circuit portion 41A connected with the actuator 18 (and actuator 38 in the alternative embodiment) and a second circuit portion 41B operatively connected with a speed regulator 50 of the vehicle 1 and with the first circuit portion 41A.
- the first circuit portion 41A is a programmable logic controller ("PLC") 42 electrically connected with the rotary actuator 22 or with the linear actuator 26 and the second actuator 38.
- PLC programmable logic controller
- the first circuit portion 41A is configured to operate the positioning mechanism 14 to displace the sensor between the first and second sensor positions P 1 and P 2 .
- the second circuit portion 41B is configured to operate the vehicle speed regulator 50 such that the regulator 50 decreases vehicle speed generally prior to the positioning mechanism 14 displacing the sensor 12 from the first position P 1 and to the second position P 2 , preferably to between about 0.4 and about 0.8 Kilometers per hour (about 0.25 and about 0.5 miles per hour (mph)).
- the second circuit portion 41B is also configured to operate the regulator 50 to increase vehicle speed generally after the mechanism 14 displaces the sensor 12 from the second position P 2 , and thus off of the material mat M.
- the second circuit portion 41B is configured to initiate operation of the positioning mechanism 14 after the vehicle speed is reduced by sending an appropriate control signal to the first circuit portion 41A.
- the second circuit portion 41B is also preferably configured to operate the regulator 50 so as to return the vehicle 1 to the speed at which the vehicle 1 was travelling prior to the utilization of the sensing system 10.
- the second circuit portion 41B is a vehicle controller configured to operate various systems of the compacting vehicle 1.
- the logic circuit 40 may be constructed with only the first circuit portion 41A, i.e., the PLC 42, and with one or more operator input devices 44 configured to initiate operation of the positioning mechanism 14. More specifically, when the vehicle operator desires to use the sensor device 12, the operator manually reduces vehicle speed and then engages the input device(s) 44 such that the PLC 42 operates the actuator(s) 18 (and 38) such that the positioning mechanism 14 displaces the sensor device 12 through the appropriate set of movements as described above and causes the sensor device 12 to take the desired material property measurements.
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Abstract
Description
- The present invention relates to a construction vehicle, and more particularly to systems for measuring material properties used with construction vehicles.
- Certain construction vehicles, such as pavers and compactors, are used to form mats of asphalt, concrete or similar materials for such applications as roadway, airport runways, parking lots, etc. The finished material mats are typically required to have certain properties (e.g., density) that have a measured value within a specified range, such as for the purpose of meeting state highway regulations. Often, it is necessary for vehicle operators to measure these material properties during the construction process, for example during compaction operations, in order to gauge their progress toward meeting these material requirements.
- With presently known systems for measuring certain material properties, it is typically necessary to hold the sensor device(s) stationary upon or proximal to a portion of the material mat being evaluated. In most cases, the sensor is an independent unit or is mounted on its own frame or carrier, but certain sensing systems are mounted on a construction vehicle. When using such vehicle-mounted sensing systems, the vehicle must typically be stopped at a particular location on the mat for a period of time necessary to take accurate measurements of the material properties. Therefore, the construction process being performed by the vehicle, such as a compaction operation, must be interrupted for this period of time.
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U.S. Patent No. 5,952,561 discloses a compacting vehicle having microwave sensors fixedly mounted in front of and behind a roller. A processor generates data relating to the density of the material being compacted by the roller based upon information received from the two microwave sensors. -
U.S. Patent No. 4,149,253 discloses a soil compacting vehicle having a surface probe mounted on a wheel via a disc cam arrangement. As the vehicle moves and the wheel rotates, the surface probe is periodically raised, conveyed forwardly, lowered and deposited on the soil surface for a period of time defined by the speed of the vehicle. While deposited on the soil surface, the surface probe measures the moisture specific gravity of the soil. - In view of the limitations of the presently known sensing systems as discussed above, it is an object of the present invention to provide a construction vehicle having a sensor that can be controllably raised and lowered as desired without the need to interrupt the construction process.
- This object is achieved by the invention of claim 1.
- Further developments of the invention are recited in the dependent claims.
- The foregoing summary, as well as the detailed description of the preferred embodiments of the present invention, will be better understood when read in conjunction with the appended drawings. For the purpose of illustrating the invention, there is shown in the drawings, which are diagrammatic, embodiments that are presently preferred. It should be understood, however, that the present invention is not limited to the precise arrangements and instrumentalities shown. In the drawings:
-
Figs. 1A-1D , collectivelyFig. 1 , are side elevational views of a construction vehicle having a sensing system in accordance with the present invention, each view depicting a different position of a preferred structure of a positioning mechanism during a sensing operation; -
Fig. 2 is an enlarged, broken-away side elevational view of the sensing system depicted inFig. 1 , showing the sensor in a first, upper position; -
Fig. 3 is another view of the system depicted inFig. 2 , showing the sensor in a second, lower position; -
Fig. 4 is a top view of the sensing system depicted inFig. 2 ; -
Fig. 5 is a diagrammatic view of a preferred sensor device; -
Figs. 6A-6D , collectivelyFig. 6 , are more diagrammatic side elevational views of a construction vehicle having a sensing system in accordance with the present invention, each view depicting a different position of an alternative structure of a positioning mechanism during a measuring operation; and -
Fig. 7 is a block diagram of a control system used with the sensing system. - Certain terminology is used in the following description for convenience only and is not limiting. The words "right", left", "lower", "upper", "upward", "down" and "downward" designate directions in the drawings to which reference is made. The words "front", "frontward" and "year", "rearward" refer to directions toward and away from, respectively, a designated front end of a construction vehicle. The terminology includes the words specifically mentioned above, derivatives thereof, and words of similar import.
- Referring now to the drawings in detail, wherein like numbers are used to indicate like elements throughout, there is shown in
Figs. 1-7 a presently preferred embodiment of asystem 10 for sensing a property of a mat of material M from a construction vehicle 1, the mat M having an upper surface S. Thesensing system 10 basically includes asensor 12 configured to measure a property of the material mat M and a deployment device 11 for deploying thesensor 12 from the vehicle 1. The deployment device 11 comprises apositioning mechanism 14 connected with the vehicle 1 and connected (or connectable) with thesensor 12. Themechanism 14 is configured to displace thesensor 12 between first and second vertical positions P1, P2 with respect to the material mat M as the vehicle 1 travels or displaces with respect to the mat M. The first sensor position P1 is spaced a substantial distance dS above the mat upper surface S, thesensor 12 being preferably located proximal to thevehicle chassis 2 when disposed in the first position P1. The second sensor position P2 is spaced from thechassis 2 and is located either proximal to the mat surface S or disposed on the mat surface S, thesensor 12 being able to sense the material property when disposed in the second position P2. - Preferably, the deployment device 11 further comprises a
logic circuit 40 configured to operate thepositioning mechanism 14 such that themechanism 14 sequentially displaces thesensor 12 from the first position P1 to the second position P2, permits thesensor 12 to remain generally disposed at the second position P2 for a period of time, and displaces thesensor 12 from the second position P2 to the first position P1 after lapse of the period of time. Thus, the deployment device 11 enables thesensing system 10 to measure one or more properties of the material mat M, preferably at least material density, as the vehicle 1 linearly displaces or "travels" upon or adjacent to the material mat M. Each of the above-discussed basic elements of thesensing system 10 is described in further detail below. - Referring particularly to
Fig. 1 , thesensing system 10 is preferably used with a compacting vehicle 1, most preferably with a double-drum compactor 1 having achassis 2 and front andrear drums chassis 2. With this preferred application, the material mat M is preferably a mat formed of paving material, such as asphalt, concrete, "superpave", "quickrete" or any other appropriate paving material. Alternatively, the compacting vehicle 1 may be a soil compacting vehicle (not shown), which typically includes only a single compacting drum, such that the material mat M is formed of soil or landfill material. Further, although thesensing system 10 is preferably used with a compacting vehicle 1, thesystem 10 may alternatively be used with any other type of construction vehicle 1, such as a paver, a material transfer vehicle (an "MTV") or any other vehicle used in the construction of a mat of material M (none depicted). - Referring to
Fig. 5 , thesensor 12 is preferably a density sensor configured to sense the density of the material mat M at various locations on the mat upper surface S. Preferably, thesensor 12 is mounted to a generallyconical holder device 15 attached to thepositioning mechanism 14, as discussed in further detail below. Thesensor 12 is configured to generate a signal corresponding to a value of the material density of the mat M at any particular position P2 at which thesensor 12 is located. Alternatively, thesensor 12 may be configured to sense a different property of the material mat M, such as for example, temperature, material depth or material thickness. Further, thesensing system 10 may include one or more additional sensors (none shown) for sensing another material property and may include a plurality of each type of sensor, so as to provide for averaging of the sensed property values. - Preferably, the
sensing system 10 further comprises adisplay device 46 and a memory orstorage device 48, eachdevice sensor 12 and disposed at an appropriate location on thevehicle chassis 2. Thesensor 12 is preferably electrically connected with thedisplay device 46 and thestorage device 48 through one or moreelectrical lines 52 extending between thesensor 12 and thedevices display device 46 is preferably located in the vehicle operator station 4 and is configured to receive density signals from thesensor 12 and to provide a visual indication corresponding to the value of the density at a particular location P2 on the mat M. Preferably, thedisplay device 46 includes anLCD screen 47 configured to display alphanumeric characters corresponding to the values of density sensed by thesensor 12 and is located within the station 4 so as to be viewable by the vehicle operator during a compaction operation. Alternatively, thedisplay device 46 may include any other appropriate type of display, such as an LED screen, and/or may provide a different visual indication, such a graph or scale of density values. - Further, the
storage device 48 is configured to receive and store the density signals sent by thesensor 12, such that data corresponding to the density values, and/or other material property values, may be later retrieved to provide a record of properties of the particular material mat M. Preferably, thestorage device 48 is a digital electronic memory that stores the values of density as digital records. However, thestorage device 48 may be any other appropriate type of storage device, such as for example, a graphic printer device configured to print the value of density at each mat position on a paper record. - Most preferably, the
sensor 12, thedisplay device 46 and thestorage device 48 are all provided by a modified version of a Pavement Quality Indicator (PQI) Model 300 device commercially available from TransTech Systems Inc. of Schenectady, New York. As such, thesensor 12 senses density using an electrical sensing field to sense changes in electrical impedence caused by variances in density of the material mat M from a calibration density. However, thesensor 12, thedisplay device 46 and/or thestorage device 48 may be provided by any other commercially available or specially manufactured components and the scope of the present invention is in no manner limited by these devices. - Referring now to
Figs. 1-4 and 6, thepositioning mechanism 14 includes anactuator 18 connected with the vehicle 1 and aconnective member 16. Theconnective member 16 has afirst end 16a connectable with thesensor 12 and an opposing,second end 16b connected with either the vehicle 1 or theactuator 18. Theactuator 18 is configured to displace the connective memberfirst end 16a so as to move thesensor 12 between the first and second sensor positions P1, P2, respectively. Preferably, the connective memberfirst end 16a is attached to an upper surface 15a of theholder device 15, thereby connecting thesensor 12 with thepositioning mechanism 14. - Referring to
Figs. 1-4 , in a first, preferred construction of thepositioning mechanism 14, theactuator 18 is arotary actuator 22 having arotatable shaft 23 and theconnective member 16 is a flexibleconnective member 20. Therotary actuator 22 is preferably mounted to thevehicle chassis 2 so as to be located proximal to anarticulation joint 5 of an articulated compacting vehicle 1, but may be mounted on any other appropriate location on thechassis 2 or to a separate frame (not shown) connected with thechassis 2. Preferably, as shown inFig. 4 , therotary actuator 22 includes areduction gearbox 29 having an output shaft providing therotatable shaft 23. Alternatively, theactuator 22 may be provided without a gear train or other transmission device, such that therotatable shaft 23 is the primary shaft of the actuator 22 (Figs. 2 and3 ). Further, the flexibleconnective member 20 has a second orupper end 20b connected with theactuator shaft 23, most preferably through means of areel 25, as discussed below. As such, rotation of theshaft 23 in a first direction D1 (Fig. 1A ) displaces thesensor 12 from the first position P1 to the second position P2 and rotation of the shaft in a second, opposing direction D2 displaces thesensor 12 from the second position P2 to the first position P1 (Fig. 1D ). - Preferably, the first construction of the
positioning mechanism 14 further includes acylindrical reel 25 mounted to theactuator shaft 23, the flexible connective membersecond end 20b being attached to thereel 25. Theconnective member 20 is partially disposed about thereel 25 so as to be alternatively windable upon and unwindable from thereel 25 to displace thesensor 12 between the first and second positions P1, P2, respectively, as discussed in further detail below. Although thereel 25 Is preferred, thepositioning mechanism 14 may be alternatively constructed without a reel or similar member, such that the flexibleconnective member 20 is directly attached to and disposed about theactuator shaft 23. Further, thepositioning mechanism 14 also preferably includes asupport member 31 attached to thevehicle chassis 2 and having a clearance hole 33 (Fig. 4 ) through which theflexible member 20 extends. When thesensor 12 is located in the first position P1, the upper surface of thesensor holder 15 is disposed generally against the lower surface of thesupport member 31, such that thelower end 20a of the flexible member 20 (and thus the sensor 12) is generally prevented from moving or swinging with respect tochassis 2 when thesensor 12 is not in use. - Preferably, the flexible
connective member 20 is formed as a single wire rope or cable, but may alternatively be provided by one or more chains, belts, hollow flexible tubes or any generally similar flexible mechanical element. Further, therotary actuator 22 is preferably an electric motor, and most preferably a 12V DC permanent magnet motor Model# 1L473 manufactured by Dayton Motors and available through W.W. Grainger, Inc. Alternatively, therotary actuator 22 may be a hydraulic or pneumatic motor, an engine or any other appropriate mechanical or electromechanical device capable of producing rotational displacement. With the above-described first construction, thepositioning mechanism 14 functions to displace the sensor between the respective first and second positions P1 and P2 in the following manner. When thelogic circuit 40 operates therotary actuator 22, preferably by control signals as discussed below, theactuator shaft 23 rotates in the first direction D1 to cause a length or portion l1 of theconnective member 20 to unwind from thereel 25. As the connective member portion p1 unwinds from thereel 25, gravity causes thesensor 12 to "fall" or displace from the first sensor position P1 until theholder 15 contacts the mat upper surface S, thereby locating thesensor 12 at the second sensor position P2. In order for thepreferred density sensor 12 to sense or measure density of the material mat M, the sensor.12 must remain generally stationary at the second position P2 for a period of time sufficient to take a measurement, most preferably for a period of time of between about 1.5 seconds and about 2 seconds. Since the vehicle 1 continues to displace with respect to the material mat M, theactuator 22 continues to rotate theshaft 23 in the first direction D1 in order to cause another portion l2 of the flexibleconnective member 20 to unwind from the reel 25 (seeFig. 1C ). The unwinding of the additional portion or length l2 of theconnective member 20 permits thesensor 12 to remain generally disposed in the second position P2 as the vehicle 1 continues to travel upon or adjacent to the mat M. In other words, if theactuator 22 did not unwind the additional portion l2 of the flexibleconnective member 20, thesensor 12 would be pulled from the second position P2 due to the movement of the vehicle 1. - Thereafter, the
actuator 22 rotates theshaft 23 in a second, opposing direction D2 to cause the "unwound" portions l2 and l1 of theconnective member 20 to wind back about and become disposed upon thereel 25. Due to the "shortening" of free length of the flexibleconnective member 20, theholder device 15 is pulled off of the mat upper surface S such that thesensor 12 displaces generally upwardly from the second position P2 toward the first position P1, and thus toward the vehicle chassis 2 (Fig. 1D ). When disposed in the first sensor position P1, thesensor 12 is spaced a sufficient distance ds from the mat M so as to generally avoid any potentially damaging contact with the mat M (or with any items located on the mat M). - Referring now to
Fig. 6 , in a second, alternative construction of thepositioning mechanism 14, theactuator 18 is provided by alinear actuator 26 having afirst end 26a connected with theconnective member 16 and asecond end 26b connected with the vehicle 1. Thelinear actuator 26 is configured such that the actuatorfirst end 26a is displaceable with respect to the actuatorsecond end 26b. Further, theconnective member 16 is provided by anelongated link 32 having a first end connected (or connectable) with thesensor 12 and a second end pivotally connected with thevehicle chassis 2. With this mechanism structure, displacement of the actuatorfirst end 26a pivots thelink 32 so as to displace thesensor 12 between the first and second sensor positions P1, P2, respectively. - Preferably, the
linear actuator 26 is ahydraulic cylinder 28 including acylinder body 30 and arod 35. The free end of therod 35 is connected with thelink 32 and the free or outer end of thecylinder 30 is connected with the vehicle 1. With thehydraulic cylinder 28 arranged in this manner, extension of thecylinder rod 35 displaces thesensor 12 from the first position P1 to the second position P2 and retraction of thecylinder rod 35 displaces thesensor 12 from the second position P2 to the first position P1. Although ahydraulic cylinder 28 is preferred, thelinear actuator 26 may alternatively be any other appropriate type of linear actuator, such as for example, a pneumatic cylinder, a motor-driven ball screw or a solenoid (none depicted). - Further, the second construction of the
positioning mechanism 14 preferably further includes arail 34 attached to the vehicle 1, preferably to a lower surface of thechassis 2. Afirst slide member 36A is slidably connected with therail 34, the link second end being attached to thefirst slide member 36A. Further, asecond slide member 36B is slidably connected with therail 34 and is spaced apart from thefirst slide member 36A, the cylinder free or outer and being attached to thesecond slide member 36B. Therail 34 and the slidingmembers hydraulic cylinder 28 and thelink 32 with thevehicle chassis 2, such that thesensor 12 is able to remain located in the second position P2 for a period of time as the vehicle 1 displaces or travels relative to the material mat M. - More specifically, as the vehicle 1 displaces, the
rail 34 moves or slides through the twoslide members cylinder 28 and thelink 32 remain in generally fixed positions with respect to the material mat M. When therear end 34a of therail 34 reaches thefirst slide member 36A, thecylinder 28 retracts to displace thesensor 12 from the second position P2 on the mat M to the first vertical position P2 with respect to the mat upper surface S. Further, the second construction of thepositioning mechanism 14 preferably includes another orsecond actuator 38 connected with at least one of the twoslide members second actuator 38 is configured to displace theslide members rail 34 to the railfront end 34b so as to position thecylinder 28 andlink 32, and thus thesensor 12, for use in a subsequent measurement operation. Thesecond actuator 38 may be any appropriate type of actuator, such as an electric, hydraulic or pneumatic motor, a hydraulic cylinder, etc. and may be mounted on thechassis 2, on one of theslide members chassis 2. - Referring now to
Fig. 7 , thelogic circuit 40 is an electric logic circuit electrically connected with the actuator(s) 18 (and 38) of thepositioning mechanism 14. Thelogic circuit 40 is configured to generate and transmit control signals to the actuator(s) 18 (and 38) to operate themechanism 14 so as to controllably displace thesensor 12 between the first and second sensor positions, in the appropriate manner as described above. Thelogic circuit 40 is anelectric logic circuit 40, and most preferably a digital electric circuit, but may alternatively be any other type of electric logic circuit, such as an analog electric circuit. - Most preferably, the
logic circuit 40 includes afirst circuit portion 41A connected with the actuator 18 (andactuator 38 in the alternative embodiment) and a second circuit portion 41B operatively connected with aspeed regulator 50 of the vehicle 1 and with thefirst circuit portion 41A. Thefirst circuit portion 41A is a programmable logic controller ("PLC") 42 electrically connected with therotary actuator 22 or with thelinear actuator 26 and thesecond actuator 38. Thefirst circuit portion 41A is configured to operate thepositioning mechanism 14 to displace the sensor between the first and second sensor positions P1 and P2. - The second circuit portion 41B is configured to operate the
vehicle speed regulator 50 such that theregulator 50 decreases vehicle speed generally prior to thepositioning mechanism 14 displacing thesensor 12 from the first position P1 and to the second position P2, preferably to between about 0.4 and about 0.8 Kilometers per hour (about 0.25 and about 0.5 miles per hour (mph)). The second circuit portion 41B is also configured to operate theregulator 50 to increase vehicle speed generally after themechanism 14 displaces thesensor 12 from the second position P2, and thus off of the material mat M. Further, the second circuit portion 41B is configured to initiate operation of thepositioning mechanism 14 after the vehicle speed is reduced by sending an appropriate control signal to thefirst circuit portion 41A. Furthermore, the second circuit portion 41B is also preferably configured to operate theregulator 50 so as to return the vehicle 1 to the speed at which the vehicle 1 was travelling prior to the utilization of thesensing system 10. Preferably, the second circuit portion 41B is a vehicle controller configured to operate various systems of the compacting vehicle 1. - Alternatively, the
logic circuit 40 may be constructed with only thefirst circuit portion 41A, i.e., thePLC 42, and with one or moreoperator input devices 44 configured to initiate operation of thepositioning mechanism 14. More specifically, when the vehicle operator desires to use thesensor device 12, the operator manually reduces vehicle speed and then engages the input device(s) 44 such that thePLC 42 operates the actuator(s) 18 (and 38) such that thepositioning mechanism 14 displaces thesensor device 12 through the appropriate set of movements as described above and causes thesensor device 12 to take the desired material property measurements. - It will be appreciated by those skilled in the art that changes could be made to the embodiments or constructions described above without departing from the broad inventive concept thereof. It is understood, therefore, that this invention is not limited to the particular embodiments or constructions disclose, but it is intended to cover modifications within the scope of the present invention as defined by the appended claims.
Claims (14)
- A construction vehicle (1) with a system for sensing a property of a material mat (M), the material mat (M) having an upper surface (S) and the sensing system comprising:a sensor (12) configured to sense the material property; anda positioning mechanism (14) having an actuator (18; 22; 26; 28) connected with the vehicle and a connective member (16; 20; 32) having a first end (16a; 20a) connected or connectable with the sensor (12) and an opposing second end (16b; 20b) connected with the vehicle (1) or the actuator, the actuator (18; 22; 26; 28) being configured to-displace the connective member first end (16a; 20a) so as to move the sensor (12) between a first position (P1) spaced a substantial distance above the mat upper surface (S) and, a second position (P2) located proximal to or on the mat upper surface (S), the sensor (12) being able to sense the material property when disposed in the second position (P2);the positioning mechanism (14) being configured, while the vehicle (1) displaces relative to the material mat (M), to sequentially displace the sensor (12) from the first position (P1) to the second position (P2), to permit the sensor (12) to remain generally disposed at the second position (P2) for a period of time, and to displace the sensor (12) from the second position (P2) to the first position (P1) after lapse of the period of time;characterized by:an electric logic circuit (40) electrically connected with the actuator (18; 22; 26; 28) and configured to generate and transmit control signals to the actuator (18; 22; 26; 28) to operate the actuator (18; 22; 26; 28) so as to controllably displace the sensor (12) between said first and second positions (P1, P2) while the vehicle displaces relative to the material mat (M).
- The construction vehicle (1) as recited in claim 1 further including:a speed regulator (50) configured to adjust vehicle travel speed,the electric logic circuit (40) being operatively connected with the speed regulator (50) and further configured to operate the speed regulator (50) such that the speed regulator (50) decreases vehicle speed generally prior to the positioning mechanism (14) displacing the sensor (12) from the first position (P1) to the second position (P2) and increases vehicle speed generally after the positioning mechanism (14) displaces the sensor (12) from the second position (P2).
- The construction vehicle (1) as recited in claim 1 or 2 further comprising an input device (44) operatively connected with the electric logic circuit (40) and configured to initiate displacement of the sensor (12).
- The construction vehicle (1) as recited in any preceding claim wherein:the sensor (12) is configured to generate at least one signal corresponding to a value of the sensed material property; andthe vehicle further comprises a display device (46) operatively connected with the sensor (12) and configured to receive the signal and to provide a visual indication corresponding to the value of the material property.
- The construction vehicle (1) a recited in any preceding claim wherein:the sensor (12) is configured to generate at least one signal corresponding to a value of the sensed material property; andthe vehicle further comprises a storage device (48) operatively connected with the sensor (12) and configured to receive and store the sensor signal.
- The construction vehicle (1) as recited in any preceding claim wherein the sensor (12) is configured to sense the density, the temperature, the material depth or the material thickness of the material mat (M).
- The construction vehicle (1) as recited in any preceding claim wherein:the actuator (18) is a rotary actuator (22) having a rotatable shaft (23); andthe connective member (16) is a flexible connective member (20), the connective member second end (20) being connected with the actuator shaft (23) such that rotation of the shaft (23) in a first direction (D1) displaces the sensor (12) from the first position (P1) to the second position (P2) and rotation of the shaft (23) in a second, opposing direction (D2) displaces the sensor (12) from the second position (P2) to the first position (P1).
- The construction vehicle (1) as recited in claim 7 wherein the positioning mechanism (14) further includes a reel (25) mounted to the actuator shaft (23); the flexible connective member second end (20) being attached to the reel (25) such that the flexible connective member (20) is partially disposed about the reel (25) and rotation of the actuator shaft (23) in the first direction (D1) causes a portion (l1) of the flexible connective member (20) to unwind from the reel (25) so as to displace the sensor (12) from the first position (P1) to the second position (P2) and rotation of the actuator shaft (23) in the second, opposing direction (D2) causes the portion of the flexible connective member (20) to wind about the reel (25) so as to displace the sensor (12) from the second position (P2).
- The construction vehicle (1) as recited in claim 8 wherein the positioning mechanism (14) is adapted such that, when the sensor (12) is disposed in the second position (P2), further rotation of the actuator shaft (23) in the first direction (D1) causes another portion (l2) of the flexible connective member (20) to unwind from the reel (25) such that the sensor (12) remains generally disposed in the second position (P2) as the vehicle (1) displaces with respect to the material mat (M).
- The construction vehicle (1) as recited in any one of claims 1-6 wherein:the actuator (18) includes a linear actuator (26) having a first end (26a) connected with the connective member (16) and a second end (26b) connected with the vehicle (1), the actuator first end (26a) being displaceable with respect to the actuator second end (26b); andthe connective member (16) includes an elongated link (32) having a first end connected with the sensor (12) and a second end pivotally connected with the vehicle (1) such that displacement of the actuator first end (26a) pivots the elongated link (32) so as to displace the sensor (12) between the first and second sensor positions (P1, P2).
- The construction vehicle (1) as recited in claim 10 wherein the linear actuator (26) includes a hydraulic cylinder (28) having a first end connected with the elongated link (32) and a second end connected with the vehicle (1) such that extension of the cylinder (28) displaces the sensor (12) from the first position (P1) to the second position (P2) and retraction of the cylinder (28) displaces the sensor (12) from the second position (P2) to the first position (P1).
- The construction vehicle (1) as recited in any one of claims 1-6, 10 or 11 wherein the positioning mechanism (14) further includes:a rail (34) attached to the vehicle (1);a first slide member (36A) movably connected with the rail (34), the connective member second end being attached to the first slide member (36A);a second slide member (36B) movably connected with the rail (34) and spaced apart from the first slide member (36A), the actuator (18, 26) second end being attached to the second slide member (36B); andanother actuator (38) connected with at least one of the two slide members (36A; 36B) and configured to displace the slide members (36A; 36B) along the rail (34) so as to displace the connective member (16) and the actuator (18, 26) with respect to the vehicle (1) such that the sensor (12) remains generally disposed in the second position (P2) as the vehicle (1) displaces with respect to the material mat (M).
- A construction vehicle (1) as recited in any preceding claim, wherein the sensor (12) is connected to the positioning mechanism (14) via a sensor holder device (15).
- A construction vehicle (1) as recited in any preceding claim, wherein the construction vehicle is a compacting vehicle, a paver or a material transfer vehicle.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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US32378701P | 2001-09-19 | 2001-09-19 | |
US323787P | 2001-09-19 | ||
PCT/US2002/029882 WO2003095984A2 (en) | 2001-09-19 | 2002-09-19 | System for measuring material properties from a moving construction vehicle |
Publications (2)
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EP1427890A2 EP1427890A2 (en) | 2004-06-16 |
EP1427890B1 true EP1427890B1 (en) | 2010-03-03 |
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EP02807389A Expired - Fee Related EP1427890B1 (en) | 2001-09-19 | 2002-09-19 | Construction vehicle with a system for measuring material properties |
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EP (1) | EP1427890B1 (en) |
CN (1) | CN100497830C (en) |
AU (1) | AU2002367893B2 (en) |
CA (2) | CA2736605C (en) |
DE (1) | DE60235559D1 (en) |
ES (1) | ES2339929T3 (en) |
WO (1) | WO2003095984A2 (en) |
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ES2339929T3 (en) * | 2001-09-19 | 2010-05-27 | Volvo Construction Equipment Ab | CONSTRUCTION VEHICLE WITH A SYSTEM TO MEASURE THE PROPERTIES OF THE MATERIALS. |
US20070239338A1 (en) * | 2006-04-06 | 2007-10-11 | Dean Potts | Worksite preparation method using compaction response and mapping information |
US7591608B2 (en) * | 2006-06-29 | 2009-09-22 | Hall David R | Checking density while compacting |
US7731450B2 (en) * | 2006-09-07 | 2010-06-08 | Caterpillar Inc. | Method of operating a compactor machine via path planning based on compaction state data and mapping information |
DE102007018743A1 (en) * | 2007-04-22 | 2008-10-23 | Bomag Gmbh | Method and system for controlling compaction machines |
KR20120007047A (en) | 2009-04-20 | 2012-01-19 | 볼보 컨스트럭션 이큅먼트 에이비 | Integrated paving system and method |
PL2514871T3 (en) * | 2011-04-18 | 2016-12-30 | Method for laying and compacting an asphalt layer | |
US8469630B2 (en) | 2011-11-10 | 2013-06-25 | Sauer-Danfoss Inc. | Sensor system for construction equipment having wireless sonic sensor system |
US8636443B2 (en) * | 2012-02-29 | 2014-01-28 | Caterpillar Paying Products Inc. | Compactor having electronically controlled liquid dispensing mechanism, system, and method |
WO2014153263A1 (en) * | 2013-03-14 | 2014-09-25 | Robert Ernest Troxler | Systems and methods for asphalt density and soil moisture measurements using ground penetrating radar |
CN103498463B (en) * | 2013-10-19 | 2015-04-08 | 黄肖峰 | Rolling equipment |
EP3245507B1 (en) * | 2015-01-15 | 2019-11-06 | Transtech Systems, Inc. | Measurement and monitoring of physical properties of material under test (mut) from a vehicle |
US9845580B2 (en) | 2016-04-25 | 2017-12-19 | Caterpillar Paving Products Inc. | Compaction system including articulated joint force measurement |
CN108252271A (en) * | 2018-03-14 | 2018-07-06 | 中国葛洲坝集团第工程有限公司 | Earth dam earth material full-section Construction constructing device and method |
US10876259B2 (en) * | 2018-06-14 | 2020-12-29 | Caterpillar Paving Products Inc. | Cross slope monitoring system |
CN112955741A (en) | 2018-08-21 | 2021-06-11 | 摩巴自动控制股份有限公司 | System for measuring compaction |
US11536827B2 (en) * | 2019-02-08 | 2022-12-27 | Geophysical Survey Systems, Inc. | Method for assessing the amount of rolling required to achieve optimal compaction of pre-rolled asphalt pavement |
US11313086B2 (en) * | 2019-12-16 | 2022-04-26 | Caterpillar Paving Products Inc. | Material density measurement for paver application |
US20230060768A1 (en) * | 2021-08-24 | 2023-03-02 | Bryce Wuori | Dielectric Profile Exhaust Drying System |
CN116122117B (en) * | 2023-04-04 | 2023-09-12 | 沧州市交通运输局 | Highway engineering road surface quality detection device |
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US4149253A (en) | 1970-11-21 | 1979-04-10 | Losenhausen Maschinenbau Ag | Soil compacting apparatus |
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CA1277445C (en) | 1986-05-22 | 1990-12-04 | Troxler Electronic Laboratories, Inc. | Nuclear radiation apparatus and method for dynamically measuring density of test materials during compaction |
US5452966A (en) * | 1993-04-08 | 1995-09-26 | Swisher, Jr.; George W. | Paving material machine having a tunnel with automatic gate control |
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US5619193A (en) * | 1996-06-07 | 1997-04-08 | John A. Doherty | Surface material and condition sensing system |
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-
2002
- 2002-09-19 ES ES02807389T patent/ES2339929T3/en not_active Expired - Lifetime
- 2002-09-19 CA CA2736605A patent/CA2736605C/en not_active Expired - Fee Related
- 2002-09-19 DE DE60235559T patent/DE60235559D1/en not_active Expired - Lifetime
- 2002-09-19 AU AU2002367893A patent/AU2002367893B2/en not_active Ceased
- 2002-09-19 CA CA2461017A patent/CA2461017C/en not_active Expired - Fee Related
- 2002-09-19 CN CNB028230051A patent/CN100497830C/en not_active Expired - Fee Related
- 2002-09-19 WO PCT/US2002/029882 patent/WO2003095984A2/en not_active Application Discontinuation
- 2002-09-19 US US10/490,133 patent/US7226239B2/en not_active Expired - Fee Related
- 2002-09-19 EP EP02807389A patent/EP1427890B1/en not_active Expired - Fee Related
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2007
- 2007-04-26 US US11/789,950 patent/US7575395B2/en not_active Expired - Fee Related
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WO2003095984A2 (en) | 2003-11-20 |
US7575395B2 (en) | 2009-08-18 |
CN100497830C (en) | 2009-06-10 |
ES2339929T3 (en) | 2010-05-27 |
CA2461017A1 (en) | 2003-11-20 |
EP1427890A2 (en) | 2004-06-16 |
CA2736605A1 (en) | 2003-11-20 |
AU2002367893B2 (en) | 2008-10-30 |
US20070201951A1 (en) | 2007-08-30 |
CA2461017C (en) | 2012-01-10 |
CA2736605C (en) | 2013-12-24 |
US7226239B2 (en) | 2007-06-05 |
CN1610784A (en) | 2005-04-27 |
DE60235559D1 (en) | 2010-04-15 |
US20040250612A1 (en) | 2004-12-16 |
WO2003095984A3 (en) | 2004-02-12 |
AU2002367893A1 (en) | 2003-11-11 |
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